WO2013031491A1 - ハイブリッド車両の制御装置 - Google Patents

ハイブリッド車両の制御装置 Download PDF

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Publication number
WO2013031491A1
WO2013031491A1 PCT/JP2012/070055 JP2012070055W WO2013031491A1 WO 2013031491 A1 WO2013031491 A1 WO 2013031491A1 JP 2012070055 W JP2012070055 W JP 2012070055W WO 2013031491 A1 WO2013031491 A1 WO 2013031491A1
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WIPO (PCT)
Prior art keywords
mode
vehicle speed
switching
series
generated
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Application number
PCT/JP2012/070055
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English (en)
French (fr)
Japanese (ja)
Inventor
潤 齋藤
Original Assignee
三菱自動車工業株式会社
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Filing date
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Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Priority to US14/241,692 priority Critical patent/US9346461B2/en
Priority to KR1020147005017A priority patent/KR101529837B1/ko
Priority to CN201280042072.1A priority patent/CN104024073B/zh
Priority to EP12827372.9A priority patent/EP2733034B1/en
Publication of WO2013031491A1 publication Critical patent/WO2013031491A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/946—Characterized by control of driveline clutch

Definitions

  • the present invention relates to a control device for a hybrid vehicle, and more particularly to operation control of a clutch that transmits power of an internal combustion engine.
  • hybrid vehicles using both an internal combustion engine and an electric motor as a power source have been developed.
  • a hybrid system of a hybrid vehicle there are roughly divided into a series mode and a parallel mode.
  • the series mode is a system in which a generator is driven by the power of an internal combustion engine, and an electric motor coupled to a drive shaft is driven by electric power obtained by the generator to drive the vehicle.
  • the parallel mode the drive shaft is driven by the power of the internal combustion engine, the electric motor coupled to the drive shaft is driven by the electric power obtained from the storage battery, and the power of the internal combustion engine and the electric motor are driven according to the driving state of the vehicle.
  • the vehicle is driven using either one or both of the power.
  • the internal combustion engine is used only for driving the generator, and the internal combustion engine can be operated in the most efficient operation state of the internal combustion engine regardless of the operation state of the vehicle. Can be better.
  • the drive shaft is driven by the power output from the internal combustion engine, and the power of the internal combustion engine is not converted to electric power by the generator, and loss due to conversion to electric power by the generator is lost. Therefore, it is possible to further improve fuel efficiency compared to the series mode.
  • the series mode and the parallel mode are comprehensively determined from the fuel consumption and the output torque, and are switched at a vehicle speed that improves the balance.
  • the series mode and the parallel mode are comprehensively determined from the fuel consumption and the output torque, and are switched at a vehicle speed that improves the balance.
  • the driver requests a large torque when traveling at a vehicle speed higher than the switching vehicle speed,
  • the maximum torque that can be generated as a vehicle cannot be generated.
  • the present invention has been made to solve such problems, and the object of the present invention is to provide a hybrid vehicle that can generate the maximum torque as a vehicle and can improve the motion performance of the vehicle. It is to provide a control device.
  • a control apparatus for a hybrid vehicle includes an internal combustion engine and an electric motor mounted on a vehicle, drive wheels driven by at least one of the internal combustion engine and the electric motor, and the internal combustion engine.
  • a generator driven by an engine to generate electric power, a secondary battery for storing electric power generated by the electric generator, and supplying the stored electric power to the electric motor; and an intervening system between the internal combustion engine and the driving wheel.
  • a clutch for connecting / disconnecting the power transmitted from the internal combustion engine to the driving wheel, and the driving by the power generated by the electric motor by the power supplied from the secondary battery or the generator by opening the clutch.
  • Mode switching control means for switching between the parallel mode for driving the drive wheels, and the mode switching control means matches the maximum torque that can be generated in the series mode and the maximum torque that can be generated in the parallel mode.
  • the series mode and the parallel mode are switched according to the vehicle speed.
  • the vehicle further comprises an operation state switching means for switching the operation state of the vehicle to a first operation mode and a second operation mode in which the power consumption of the secondary battery is suppressed from the first operation mode.
  • the switching control unit is configured so that the maximum torque that can be generated in the series mode matches the maximum torque that can be generated in the parallel mode.
  • the series mode and the parallel mode are driven at a vehicle speed lower than the switching vehicle speed in the first driving mode. It is preferable to switch the mode (Claim 2).
  • the battery further comprises a secondary battery remaining amount detecting means for detecting a charging rate of the secondary battery, and the mode switching control means can be generated in the series mode when the charging rate is a predetermined value or more.
  • the mode switching control means can be generated in the series mode when the charging rate is a predetermined value or more. Switching between the series mode and the parallel mode at a vehicle speed at which the maximum torque that can be generated in the parallel mode and the maximum torque that can be generated in the parallel mode coincide with each other, The vehicle speed for switching between the series mode and the parallel mode may be reduced as the charging rate of the secondary battery decreases based on the detection result of the secondary battery remaining amount detecting means.
  • the switching of the hybrid system from the series mode to the parallel mode is switched at a vehicle speed at which the maximum torque that can be generated in the series mode and the maximum torque that can be generated in the parallel mode match. I have to. Therefore, the hybrid system is switched to a vehicle speed that matches the maximum torque that can be generated in each mode, and the maximum output torque of the vehicle can always be generated, so that the motion performance of the vehicle can be improved. Item 1).
  • the driving state switching means When the driving state switching means is the first driving mode, switching between the series mode and the parallel mode is performed at a vehicle speed at which the maximum torque that can be generated in the series mode and the maximum torque that can be generated in the parallel mode match.
  • the driving state switching means When the driving state switching means is in the second driving mode, the series mode and the parallel mode are switched at a vehicle speed lower than the switching speed between the series mode and the parallel mode in the first driving mode. Yes.
  • the vehicle speed for switching from the series mode to the parallel mode in the second operation mode is made lower than the vehicle speed in the first operation mode, for example, when the vehicle is traveling at a low speed, the series mode is changed to the parallel mode.
  • the period for generating power by driving the generator with the internal combustion engine in the series mode can be shortened. Therefore, driving a generator with an internal combustion engine in series mode and obtaining power results in poor energy conversion efficiency at the generator. Therefore, shortening the period during which the generator is driven with the internal combustion engine reduces the loss due to energy conversion.
  • the fuel consumption of the internal combustion engine can be improved (claim 2).
  • the travel distance of the secondary battery can be increased.
  • FIG. 1 is a schematic configuration diagram of a vehicle equipped with a control device for a hybrid vehicle according to the present invention. It is a block diagram of ECU of the control apparatus of the hybrid vehicle which concerns on this invention. It is a control flowchart of hybrid system switching control concerning the present invention. It is a figure which shows the relationship between the torque of the control apparatus of the hybrid vehicle which concerns on this invention, and a vehicle speed. It is a figure which shows the relationship between the charging rate of the high voltage battery which concerns on this invention, and switching vehicle speed.
  • FIG. 1 is a schematic configuration diagram of a vehicle equipped with a control device for a hybrid vehicle according to the present invention.
  • FIG. 2 is a block diagram of the HV-ECU of the hybrid vehicle control apparatus according to the present invention.
  • the configuration of the hybrid vehicle control device will be described below.
  • a vehicle 1 in which a control device for a hybrid vehicle according to the present invention is used includes an engine (internal combustion engine) 4 to which fuel is supplied from a fuel tank 2 via a fuel pipe 3 and a high-voltage battery (travel device).
  • This is a hybrid vehicle in which a charging cable extending from an external power source is connected to the high-voltage battery 5 with a charger.
  • the hybrid vehicle control apparatus includes an engine 4, a high voltage battery 5, a generator 6, a travel motor 9, a clutch 10, and a vehicle speed sensor mounted on the vehicle 1. 11, a travel mode switch (driving state switching means) 12, and a control device for performing comprehensive control of the vehicle, including an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), and a central processing unit
  • the engine 4 generates power according to the amount of operation of an accelerator pedal (not shown) of the driver.
  • the power generated by the engine 4 is transmitted to the drive shaft 14 that drives the drive wheels 15 via the generator 6 and the clutch 10 via the speed reducer 13 with a fixed gear ratio.
  • the high voltage battery 5 is composed of a secondary battery such as a lithium ion battery. Further, the high voltage battery 5 includes a battery module including a plurality of battery cells each having a cell monitoring unit for monitoring the battery cell, and a temperature of the battery module based on the output of the cell monitoring unit. And a battery monitoring unit that monitors a state of charge (hereinafter referred to as SOC) and the like.
  • SOC state of charge
  • the generator 6 is driven by the engine 4 to generate electric power, and supplies power to the high voltage battery 5 or the traveling motor 9 via the inverter 8.
  • the operation of the generator 6 is controlled by the inverter 8.
  • the inverter 8 controls the power generation of the generator 6 and the driving of the traveling motor 9 based on a control signal from the HV-ECU 20.
  • the clutch 10 is interposed between the engine 4 and the drive shaft 14, and connects / disconnects transmission of power of the engine 4 to the drive shaft 14 based on a control signal from the HV-ECU 20.
  • the vehicle speed sensor 11 is provided at the hub portion at the end of the drive shaft 14 and detects the vehicle speed of the vehicle 1.
  • the travel mode switch 12 is a dial type switch.
  • the driving mode switch 12 is operated by the driver and rotates the driving mode switch 12 so that the driver arbitrarily selects, for example, a normal mode (first driving mode) in which the exercise performance during driving is emphasized, or during driving.
  • a traveling mode such as an ECO mode (second operation mode) for suppressing power consumption and fuel consumption is switched.
  • the first operation mode is described as a normal mode and the second operation mode is described as an ECO mode.
  • the first operation mode is the power mode and the second operation mode is described.
  • the mode can also be considered as a normal mode.
  • the HV-ECU 20 is a control device for performing overall control of the vehicle 1 and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), a timer, and the like. Consists of. On the input side of the HV-ECU 20, the battery monitoring unit of the high voltage battery 5, the vehicle speed sensor 11, and the travel mode switch 12 are connected, and detection information from these devices is input.
  • the engine 4, the inverter 8, and the clutch 10 are connected to the output side of the HV-ECU 20.
  • the HV-ECU 20 includes a switching vehicle speed determination unit 21, a series / parallel switching determination unit 22, and a clutch control unit 23.
  • the switching vehicle speed determination unit 21 determines the driving mode requested by the driver based on the switch position information of the driving mode switch 12 operated by the driver, and sets the vehicle speed for switching between the hybrid series mode and the parallel mode. Do.
  • the series / parallel switching determination unit 22 switches between the series mode and the parallel mode based on the switching vehicle speed set for the travel mode determined by the switching vehicle speed determination unit 21 and the vehicle speed detected by the vehicle speed sensor 11. Make a decision.
  • the clutch control unit 23 controls connection / disconnection of the clutch 10 based on the determination result in the series / parallel switching determination unit 22.
  • the thus configured HV-ECU 20 controls the inverter 8 and the clutch 10 based on the vehicle speed detected by the vehicle speed sensor 11 to drive the vehicle 1 only with the power of the driving motor 9.
  • the vehicle travels by switching between the series mode to be driven and the parallel mode in which the vehicle 1 is driven by the power of the engine 4 and the driving motor 9.
  • the clutch 10 is disengaged and power transmission from the engine 4 to the drive shaft 14 via the speed reducer 13 is disabled.
  • the inverter 8 is controlled to generate electric power by the generator 6 using the power of the engine 4, and the electric power generated by the generator 6 and the electric power stored in the high voltage battery 5 are supplied to the traveling motor 9.
  • FIG. 3 is a control flowchart of the hybrid system switching control.
  • FIG. 4 is a diagram showing the relationship between the torque of the control device for the hybrid vehicle and the vehicle speed, and the thick solid line in the figure indicates the maximum torque that can be generated in the series mode.
  • the maximum torque in the series mode is the maximum torque that can be generated by the traveling motor 9 by the electric power supplied from the high voltage battery 5 and the generator 6.
  • the thick broken line in the figure indicates the maximum torque that can be generated in the parallel mode.
  • the maximum torque in the parallel mode is determined by the maximum torque that can be generated in the engine 4 indicated by a thin one-dot chain line in the figure and the electric power supplied only from the high voltage battery 5 indicated by the thin two-dot chain line in the figure. This is the sum of the maximum torque that can be generated by the motor 9.
  • a vehicle speed Vn in the figure is a vehicle speed at which the hybrid system switches from the series mode to the parallel mode when the travel mode is the normal mode (first operation mode).
  • the vehicle speed Vn is set to a vehicle speed at which the maximum torque based on the vehicle speed in the series mode matches the maximum torque based on the vehicle speed in the parallel mode.
  • the vehicle speed Ve in the figure is a vehicle speed at which the hybrid system switches from the series mode to the parallel mode when the travel mode is the ECO mode (second operation mode).
  • the vehicle speed Ve is set to a vehicle speed lower than the vehicle speed Vn.
  • step S10 it is determined whether or not the ECO mode is set. Specifically, the switching vehicle speed determination unit 21 determines whether or not the travel mode is the ECO mode from the switch position information of the travel mode switch 12. If the determination result is true (Yes) and the travel mode is the ECO mode, the process proceeds to step S12, and the switching vehicle speed Vc is set to the vehicle speed Ve shown in FIG. Then, the process proceeds to step S16. If the determination result is NO (No) and the traveling mode is the normal mode, the switching vehicle speed Vc is set to the vehicle speed Vn shown in FIG. Then, the process proceeds to step S16.
  • step S16 it is determined whether or not the vehicle speed is equal to or higher than the switching vehicle speed Vc.
  • the series / parallel switching determination unit 22 determines whether or not the current vehicle speed detected by the vehicle speed sensor 11 is equal to or higher than the switching vehicle speed Vc set in step S12 or step S14. If the determination result is true (Yes) and the current vehicle speed is equal to or higher than the switching vehicle speed Vc, the process proceeds to step S18 to set the hybrid system to the parallel mode. Then, the process proceeds to step S22. If the determination result is NO (No) and the current vehicle speed is lower than the switching vehicle speed Vc, the hybrid system is set to the series mode. Then, the process proceeds to step S22.
  • step S22 it is determined whether or not the mode is a parallel mode. Specifically, in step S18, the clutch control unit 23 determines whether or not the parallel mode has been set. If the determination result is true (Yes) and the parallel mode is set, the process proceeds to step S24. If the determination result is NO (No) and the series mode is set, the process proceeds to step S26. In step S24, a control signal is output from the clutch control unit 23 to control the operation so that the clutch 10 is connected. In addition, the inverter 8 is controlled so that the generator 6 cannot generate power. Then, this routine is exited.
  • step S26 a control signal is output from the clutch control unit 23 to control the operation so that the clutch 10 is released.
  • the inverter 8 is controlled so that the generator 6 can generate power with the power of the engine 4. Then, this routine is exited.
  • the vehicle speed Vn at which the maximum torque that can be generated in the series mode and the maximum torque that can be generated in the parallel mode intersect in switching the hybrid system from the series mode to the parallel mode. To switch.
  • the switching of the hybrid system is set to the vehicle speed Vn at which the maximum torque that can be generated in each mode intersects, and the maximum output torque as the vehicle can always be generated, so that the motion performance of the vehicle can be improved.
  • the driving mode is the normal mode
  • the series mode and the parallel mode are switched at the vehicle speed Vn at which the maximum torque that can be generated in the series mode and the maximum torque that can be generated in the parallel mode intersect.
  • the ECO mode switching between the series mode and the parallel mode in the normal mode is switched between the series mode and the parallel mode at a vehicle speed Ve lower than the vehicle speed Vn.
  • the vehicle speed Ve for switching from the series mode to the parallel mode in the ECO mode is made lower than the vehicle speed Vn for the normal mode, and switching from the series mode to the parallel mode from when the vehicle is traveling at low speed
  • the period in which the generator 6 is driven by the engine 4 in the series mode to generate power can be shortened. Therefore, driving the generator 6 with the engine 4 in the series mode to obtain electric power has a low energy conversion efficiency in the generator 6. Therefore, the period of driving the generator 6 with the engine 4 is shortened to reduce the loss due to energy conversion.
  • the fuel consumption of the engine 4 can be improved.
  • the frequency of mode switching can be suppressed as compared with a vehicle that switches between the series mode and the parallel mode by an accelerator operation as a driver's torque request, so that the life of the clutch 10 is extended. Torque fluctuation at the time of mode switching can be suppressed.
  • the vehicle speed Ve for switching the hybrid system in the ECO mode is fixed, but the present invention is not limited to this.
  • the SOC of the high voltage battery 5 is used using a map as shown in FIG.
  • the vehicle speed Ve may be corrected based on the above.
  • the vehicle speed Ve for switching between the series mode and the parallel mode is decreased, and the vehicle 1 can be driven by the power of the engine 4. Reduction of SOC can be suppressed, and the travel distance by the high voltage battery 5 can be extended.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
PCT/JP2012/070055 2011-09-01 2012-08-07 ハイブリッド車両の制御装置 WO2013031491A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US14/241,692 US9346461B2 (en) 2011-09-01 2012-08-07 Control device for determining vehicle speed for switching from series mode to parallel mode
KR1020147005017A KR101529837B1 (ko) 2011-09-01 2012-08-07 하이브리드 차량의 제어 장치
CN201280042072.1A CN104024073B (zh) 2011-09-01 2012-08-07 用于混合动力车辆的控制装置
EP12827372.9A EP2733034B1 (en) 2011-09-01 2012-08-07 Control device for hybrid vehicle

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JP2011190667A JP5720893B2 (ja) 2011-09-01 2011-09-01 ハイブリット車両の制御装置
JP2011-190667 2011-09-01

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JP2013052710A (ja) * 2011-09-01 2013-03-21 Mitsubishi Motors Corp ハイブリット車両の制御装置
EP2902287A1 (en) * 2014-01-30 2015-08-05 BYD Company Limited Vehicle and drive control method for the same
US10670123B2 (en) 2014-01-30 2020-06-02 Byd Company Limited Power transmission system for vehicle and vehicle comprising the same
US9566978B2 (en) 2014-01-30 2017-02-14 Byd Company Limited Vehicle and drive control method for the same
US9568080B2 (en) 2014-01-30 2017-02-14 Byd Company Limited Power transmission system for vehicle and vehicle comprising the same
US9568082B2 (en) 2014-01-30 2017-02-14 Byd Company Limited Power transmission system for vehicle and vehicle comprising the same
US9568081B2 (en) 2014-01-30 2017-02-14 Byd Company Limited Power transmission system for vehicle and vehicle comprising the same
US10363806B2 (en) 2014-01-30 2019-07-30 Byd Company Limited Power transmission system for vehicle and vehicle comprising the same
US9944165B2 (en) 2014-01-30 2018-04-17 Byd Company Limited Power transmission system for vehicle and vehicle comprising the same
US9919699B2 (en) 2014-01-30 2018-03-20 Byd Company Limited Vehicle and method for controlling synchronizer of the same
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US9568066B2 (en) 2014-09-10 2017-02-14 Byd Company Limited Power transmission system and vehicle comprising the same
US9421966B2 (en) 2014-10-20 2016-08-23 Byd Company Limited Hybrid vehicle and shifting control method and power transmission system thereof
US9889733B2 (en) 2015-01-16 2018-02-13 Byd Company Limited Power transmission system and vehicle comprising the same
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CN113386730A (zh) * 2021-07-19 2021-09-14 中国第一汽车股份有限公司 混合动力汽车串并联驱动模式切换的控制方法
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KR101529837B1 (ko) 2015-06-17
EP2733034A4 (en) 2017-06-14
JP5720893B2 (ja) 2015-05-20
JP2013052710A (ja) 2013-03-21
EP2733034A1 (en) 2014-05-21
EP2733034B1 (en) 2018-11-14
US20140195092A1 (en) 2014-07-10
CN104024073B (zh) 2017-03-15
CN104024073A (zh) 2014-09-03
KR20140033247A (ko) 2014-03-17
US9346461B2 (en) 2016-05-24

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